U.S. patent number 3,731,108 [Application Number 05/175,843] was granted by the patent office on 1973-05-01 for engine automatic control system and method for vehicles.
Invention is credited to Tsutomu Fukuzawa, Kiyoshi Kobara, Yuzuru Uzihara.
United States Patent |
3,731,108 |
Kobara , et al. |
May 1, 1973 |
**Please see images for:
( Certificate of Correction ) ** |
ENGINE AUTOMATIC CONTROL SYSTEM AND METHOD FOR VEHICLES
Abstract
An engine automatic control system for a vehicle having an
ignition switch for selectively connecting an electric source with
an engine starter and an ignition circuit is provided which
comprises an accelerator switch conducted in response to the
operation of the accelerator pedal of the vehicle, a clutch switch
conducted in response to the operation of clutch means of the
vehicle, a starter conducting circuit for automatically operating
the starter in response to the conduction of the mentioned two
switches, a starter cutting-off circuit to stop the operation of
the starter upon starting of engine rotation, a speed detecting
circuit to detect the running speed of the vehicle and an engine
holding/arresting circuit controlled by the speed detecting circuit
to regulate in turn the operation of the engine of the vehicle.
Inventors: |
Kobara; Kiyoshi (Ohta-ku,
Tokyo, JA), Fukuzawa; Tsutomu (Ohta-ku, Tokyo,
JA), Uzihara; Yuzuru (Sugihami-ku, Tokyo,
JA) |
Family
ID: |
14947328 |
Appl.
No.: |
05/175,843 |
Filed: |
August 30, 1971 |
Foreign Application Priority Data
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|
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Dec 25, 1970 [JA] |
|
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45/126927 |
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Current U.S.
Class: |
290/38R;
290/37R |
Current CPC
Class: |
F02N
15/10 (20130101); F02D 17/00 (20130101); F02D
2700/058 (20130101) |
Current International
Class: |
F02N
15/00 (20060101); F02N 15/10 (20060101); F02D
17/00 (20060101); H02p 009/04 () |
Field of
Search: |
;290/38,37
;123/146SD |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Simmons; G. R.
Claims
What is claimed is:
1. An engine automatic control system for a vehicle having an
ignition switch for selectively connecting an electric source with
an engine starter and an engine ignition circuit comprising, a
first switch to be closed by depression of an accelerator pedal of
the vehicle, a second switch to be closed by disengaging operation
of clutch means of the vehicle, a starter conducting circuit for
connecting said electric source with said starter in response to
the closing operation of said first and second switches, a starter
cutting-off circuit for detecting the start of engine rotation
caused by said starter and cutting off current supply to said
starter, a speed detecting circuit for detecting the speed of the
vehicle, an engine rotation holding/arresting circuit controlled by
said speed detecting circuit and for maintaining said engine
ignition circuit conductive while the vehicle runs and for making
said ignition circuit non-conductive when the vehicle is arrested,
and delay means for inhibiting the non-conductive state of said
ignition circuit upon start of said engine for a predetermined time
to permit said vehicle to move.
2. The control system as set forth in claim 1, wherein said system
comprises slope sensing means for detecting the gradient of places
where the vehicle is arrested so that said means controls said
engine rotation holding/arresting circuit to maintain said ignition
circuit conductive when the vehicle is arrested on a slant
place.
3. The control system as set forth in claim 1, wherein said system
comprises thermo-sensing means for detecting the temperature of
engine cooling water so that said means controls said engine
rotation holding/arresting circuit to maintain said ignition
circuit conductive when the vehicle is arrested with said cooling
water under a predetermined temperature.
4. The control system as set forth in claim 1, wherein said starter
conducting circuit comprises a relay interposed between said
starter and an ignition terminal within said ignition switch and a
transistor conducted in response to the closing operation of said
first and second switches, said relay being controlled by said
transistor to connect said electric source with said starter.
5. The control system as set forth in claim 4, wherein said starter
cutting off circuit comprises a voltage relay controlled by voltage
appearing on an N- terminal of an alternator of the vehicle, said
transistor of said starter conducting circuit turning to be
non-conductive by operation of said voltage relay when said voltage
reaches a predetermined value thereby to cut off current supply to
said starter.
6. The control system as set forth in claim 4, wherein said starter
cutting-off circuit comprises a first transistor controlled by
on-off operation of the points of said ignition circuit, a first
condenser for maintaining said first transistor constantly
conductive, a second condenser for charging minus potential therein
in accordance with conduction of said first transistor, a second
transistor controlled by said minus potential of said second
condenser, and a third transistor controlled by conduction of said
second transistor, and third transistor regulating said transistor
of said starter conducting circuit thereby to cut off current
supplied to said starter when the engine starts rotating.
7. The control system as set forth in claim 1, wherein said engine
rotation holding/arresting circuit comprises a transistor
controlled by said speed detecting circuit and an ignition relay
directly connected to the minus terminal of said ignition circuit,
said ignition relay being regulated by said transistor so as to
by-pass and ground current supplied to said ignition circuit when
the vehicle is arrested.
8. The control system as set forth in claim 1, wherein said engine
rotation holding/arresting circuit comprises a transistor
controlled by said speed detecting circuit and a thyrister directly
connected to the minus terminal of said ignition circuit, said
thyrister being regulated by said transistor so as to by-pass and
ground current supplied to said ignition circuit when the vehicle
is arrested.
9. The control system as set forth in claim 1, wherein said speed
detecting circuit comprises a first transistor controlled by a
speed senser installed on a rotating portion of the vehicle power
train, a first condenser for maintaining said first transistor
constantly conductive, a second condenser for charging minus
potential therein in accordance with conduction of said first
transistor, a second transistor controlled by said minus potential
of said second condenser, and a third transistor controlled by
conduction of said second transistor, said third transistor
regulating said engine rotation holding/arresting circuit.
10. An automatic control method for an engine of vehicles having an
ignition switch for selectively connecting an electric source with
an engine starter and an engine ignition circuit, an accelerator
switch to be closed by depression of an accelerator pedal of the
vehicle and a clutch switch to be closed by disengaging operation
of clutch means of the vehicle comprising, an operation cycle with
steps of connecting said electric source with said ignition circuit
and with said starter to operate said engine; cutting off current
supply to said starter in response to engine rotation; detecting
driving movement of the vehicle; maintaining current supply to said
ignition circuit while said driving movement of the vehicle is
detected; blocking current supply to said ignition circuit to stop
said engine rotation when the vehicle is arrested, and inhibiting
the blocking of current supply to said ignition circuit for a
predetermined time upon start of said engine to permit said vehicle
to move.
Description
BACKGROUND OF THE INVENTION
The present invention relates to an automatic control system and
method for an engine of vehicles, and more particularly to a novel
automatic control system and method to stop engine operation when
the vehicle is arrested and to drive the engine for starting the
vehicle.
SUMMARY OF THE INVENTION
An object of the present invention is to provide an engine
automatic control system and method to prevent pollution of the
atomospheric air caused by exhaust gas produced at idling rotation
of the engine when the vehicle makes temporary stops at crossings,
etc.
Another object of the present invention is to provide an engine
automatic control system and method, having the above-mentioned
characteristics, wherein the engine is automatically stopped when
the vehicle is arrested and the engine is automatically driven for
starting the vehicle, both operations being carried out without
operating the ignition switch.
Yet another object of the present invention is to provide an engine
automatic control system, having the above-mentioned
characteristics, wherein the control system does not work to stop
the engine operation when the vehicle is arrested on a slant
place.
A further object of the present invention is to provide an engine
automatic control system, having the above-mentioned
characteristics, wherein the system does not work to stop the
engine operation until cooling water for the engine gets to a
predetermined or higher temperature.
Still another of the present invention is to provide an engine
automatic control system and method, having the above-mentioned
characteristics, wherein the engine is kept running at emergency or
sudden stops when sudden starts of the vehicle is successively
expected.
Yet a further object of the present invention is to provide an
engine automatic control system, having the above-mentioned
characteristics, wherein the combustion chamber of the engine can
be kept cleaner and possible waste of fuel can be eliminated.
Still a further object of the present invention is to provide an
engine automatic control system, having the above-mentioned
characteristics, wherein the system can easily and simply be
installed to any vehicle already in use.
The forgoing and other objects are attained in accordance with this
invention through the provision of an engine automatic control
system for a vehicle having an ignition switch for selectively
connecting an electrical source to an engine starter and an
ignition circuit which comprises an accelerator switch conducted in
response to the operation of the accelerator pedal, a clutch switch
conducted in response to the operation of clutch means, a starter
conducting circuit for automatically operating the starter in
response to the conduction of the mentioned two switches, a starter
cutting-off circuit to stop the operation of the starter upon
starting of engine rotation. Furthermore, the system is provided
with a speed detecting circuit to detect the running speed of the
vehicle and an engine holding/arresting circuit controlled by the
speed detecting circuit to maintain the engine rotation while the
vehicle runs and to stop the operation of the engine while the
vehicle is arrested.
BRIEF DESCRIPTION OF THE DRAWINGS
The above mentioned and other objects and characteristics of the
present invention will be more clearly disclosed in the following
descriptions of preferred embodiments, especially when read in
conjunction with the accompanying drawings, in which:
FIG. 1 is a block diagram of a system in accordance with an
embodiment of the present invention;
FIG. 2 is a schematic circuit diagram of the embodiment in FIG.
1;
FIG. 3 is a schematic circuit diagram of another embodiment in
accordance with the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Now referring more particularly to the drawings, in FIG. 1, there
is shown a preferred embodiment of the present invention which
comprises an ignition switch 1, an ignition circuit 3 connected to
the IG terminal of the ignition switch 1 and an engine starter 4
connected to the ST terminal of the ignition switch 1. The
mentioned three constructional portions are of well-known type and
heretofore generally in use for motor-driven vehicles. And the
system in accordance with the present invention further comprises a
clutch switch 11, and an accelerator switch 12. A starter
conducting circuit 5 is in communication with the IG terminal of
the ignition switch 1 and the starter 4 and operates automatically
the starter 4 in response to turning-on the clutch switch 11 and
the accelerator switch 12. A starter cutting-off circuit 6 is
connected to the starter conducting circuit 5, to the IG terminal
of the ignition switch 1 through a manual changeover switch 2 and
to the N terminal of an alternator 7 operated by rotation of the
prime engine of the vehicle.
A speed senser 10 installed on a rotating portion of the vehicle
power train incorporates with a speed detecting circuit 9 which
controls an engine-rotation holding/arresting circuit 8. The
circuit 8 is connected to the ignition circuit 3 to hold the
circuit 3 conductive while the vehicle runs. On the other hand, the
ignition circuit 3 is held non-conductive while the vehicle is
arrested. A slope senser 13 is also provided with the system, which
becomes off in accordance with the gradient of the roads. This
slope senser 13 is connected to the engine-rotation
holding/arresting circuit 8.
The circuits mentioned above will hereinafter be described
specifically in details in reference with FIG. 2. The starter
conducting circuits 5 comprises a transistor 52 to the collector
end of which a starter relay 51 is connected. The clutch switch 11
and the accelerator switch 12 are in connection with the emitter
end of the transistor 52 and are grounded. Resistors 20, 21 and 26
are connected with the base end of the transistor 52 and also in
series with the IG terminal of the ignition switch 1 through the
manual changeover switch 2.
The starter cutting-off circuit 6 comprises a voltage relay 61
regulated by the alternator 7. The voltage relay 61 is connected to
the N terminal of the alternator 7. The resistance value of the
resistor 21 is determined to be lower than that of the resistor
26.
The engine rotation holding/arresting circuit 8 comprises a
transistor 80 and an ignition relay 81 directly connected to the
minus terminal of the ignition coil within the ignition circuit 3.
The ignition relay 81 cuts off current of the ignition circuit 3
when the transistor 80 becomes conductive. Connected to the base
end of the transistor 80 are a diode 43 through a resistor 25 and a
diode 42 in connection with the clutch switch 11 and the
accelerator switch 12, the diode 43 being further in connection
with the collector end of a transistor 92 within the speed
detecting circuit 9. The slope senser 13 for detecting the gradient
of the road is connected to the emitter end of the transistor 80
through a resistor 27.
The speed detecting circuit 9 comprises a transistor 90 conduction
of which is controlled by opening and closing operation of the
speed senser 10, and a condenser 36 to be charged through a
resistor 57 while the transistor 90 is non-conductive and thereby
to keep the transistor 90 constantly conductive. Conduction of the
transistor 90 charges condensers 37 and 38 with minus potential. A
transistor 91 becomes conductive by base voltage through a resistor
49 while the vehicle is arrested and then makes the transistor 92
non-conductive. Resistors 28, 29 and 30 are connected to the base
end of the transistor 90. Resistors 53 and 56 are connected to the
base end of the transistor 92 and grounded.
Provided further with the system are resistors 22 and 24 and Zener
diode 41 to secure good operation of the system by discharging
excessive voltage from the source. A condenser 33 holds a
constant-voltage and the resistor 25 and condensers 32, 34 and 35
work to secure stable operation of the system.
The operation of the system of the present invention as described
above is well explained hereinafter. While the vehicle is arrested
with both of the manual change-over switch 2 and the ignition
switch 1 turned on, that is, the B terminal is in connection with
the IG terminal within the ignition switch 1, depression of the
clutch and accelerator pedals closes and grounds the clutch switch
11 and the accelerator switch 12. The transistor 52 becomes
conductive to operate the starter relay 51. Then, the starter 4
drives the engine of the vehicle. As the engine rotates, voltage is
produced at the N terminal of the alternator 7 and the voltage
relay 61 is put in operation thereof. Current supplied to the base
end of the transistor 52 now flows to the voltage relay 61 to make
the transistor 52 non-conductive. This prevents current supply to
the starter conducting circuit 5 and the starter 4 is turned off. A
condenser 31 works to stabilize the operation of the transistor 52
in switching-over.
In starting the vehicle, the accelerator pedal is gradually
depressed and the clutch pedal is gradually released. At this
moment, the transistor 80 kept non-conductive is about to become
conductive when the clutch switch 11 becomes off or open by release
of the clutch pedal. The transistor 80 is, however, kept to be
non-conductive controlled by the speed detecting circuit 9 since
the vehicle already runs at a certain speed. More specifically,
while the vehicle speed is zero km/h, and the speed senser 10 is
open, base current of the transistor 90 flows through the resistors
28 and 29 to keep the transistor 90 to be conductive. When the
speed senser 10 closes by rotation thereof, the current is grounded
through the resistor 28 and the speed senser 10 to make the
transistor 90 non-conductive. At the same time, current flowing
through the resistor 57 is charged to the condenser 36. Increase of
the speed of the vehicle creates repeatedly on-off operation of the
transistor 90 and charging of the condenser 36. On the other hand,
the transistor 90 is kept constantly conductive by discharge of the
condenser 36 and is amplified. And, in turn, the condensers 37 and
38 are charged with minus potential.
The transistor 91 constantly kept conductive by base current
through the resistor 49 becomes non-conductive while base current
thereof is used for direct-current conversion of minus charge of
the condenser 37 to plus charge. Current supplied to the collector
end of the transistor 91 through the resistor 54 now flows to the
base end of the transistor 92 to make the transistor 92 conductive.
And current so far grounded by the clutch switch 11 and the
accelerator switch 12 through a resistor 23 and the diode 42 is
supplied to the collector end of the transistor 92 through the
diode 43 and is grounded.
When the vehicle runs on or over 2 km/h, base current of the
transistor 91 becomes constantly necessary for direct-current
conversion of the condenser 37. Thus, the transistor 91 is turned
to be non-conductive and the transistor 92 is constantly held
conductive. This conditions the transistor 80 of the
engine-rotation holding/arresting circuit 8 to be non-conductive to
keep the ignition relay 81 inoperative and the engine rotation is
kept going.
When the vehicle is arrested on a flat ground, the accelerator
pedal being released and the clutch and brake pedals being
actuated, the slope senser 13 is kept closed and the transistor 91
within the speed detecting circuit 9 becomes conductive and the
transistor 92 turns to be non-conductive. Base current flows to the
base end of the transistor 80 of the engine-rotation
holding/arresting circuit 8 to make the transistor 80 conductive.
This operates the ignition relay 81 to cut off current supply to
the ignition circuit 3. Consequently, the engine stops
automatically after the vehicle is arrested.
In the case that the vehicle is arrested on a slant ground, on a
slope, etc., the slope senser 13 becomes off or open and the
emitter end of the transistor 80 is not grounded. Thus, the
ignition relay 81 is kept inoperative. And the engine keeps running
to prevent the vehicle from moving back on the slope when the
vehicle starts running.
In emergent and sudden stops of the vehicle, the non-conductive and
conductive periods of time respectively of the transistors 91 and
92 are prolonged by the period of time necessary for direct-current
conversion of the condenser 38 after the direct-current conversion
of the condenser 37 of the speed detecting circuit 9 is completed.
Thus, the engine is kept rotating for the prolonged period of time
as mentioned. This means that starting the vehicle soon after the
sudden stop is possible since the engine does not stop and the
rotation of the engine can smoothly be accelerated. In the system
of the present invention, the timing for stopping the engine
rotation after the vehicle is arrested can properly adjusted by
determing capacities of the condensers 37 and 38 within the speed
detecting circuit 9.
Referring to FIG. 3, another preferred embodiment of the present
invention is described in detail as follows, wherein similar
reference numerals are used to indicate similar parts. The
differences between the first embodiment and this second embodiment
are characterized in that in the second embodiment, the starter
cutting-off circuit 6 is controlled directly by the engine rotation
and a thermosenser 14 is additionally connected to the
engine-rotation holding/arresting circuit 8. All the other
constructions are just same as those of the first embodiment and no
description is made covering the same constructions.
The starter cutting-off circuit 6 comprises a transistor 90'
conduction of which is controlled by opening and closing operation
of the point of the ignition circuit 3. Provided also with this
circuit 6 are a condenser 36' which is charged through a resistor
57' when the transistor 90' becomes non-conductive. A condenser 37'
is charged with minus potential when the transistor 90' becomes
conductive. A transistor 92' is turned to be non-conductive while
the engine stops by a transistor 91' which is turned to be
conductive by base voltage supplied through a resistor 49'.
Resistors 28', 29' and 30' and a diode 58 are connected to the base
end of the transistor 90'. A diode 53' and a resistor 56' are
connected to the base end of the transistor 92' and are grounded.
The collector end of the transistor 92' is connected to the base
end of the transistor 52 of the starter conducting circuit 5
through the resistor 26. A condenser 59 is for positive feedback of
the transistor 90'. A diode 60 and a Zener diode 62 are to
discharge excessive voltage to secure the operation of the
transistor 90'. A condenser 70 is adopted for stabilizing
switching-over operations.
The engine rotation holding/arresting circuit 8 comprises a
thyristor 81' connected to the minus terminal of the ignition coil
within the ignition circuit 3 through a resistor 82 and operated by
conduction of the transistor 80. Thus, the ignition circuit 3 can
be cut off. When the slope senser 13 becomes off or open or when
both of the clutch and accelerator switches 11 and 12 becomes open,
a transistor 83 is turned to be conductive and the transistor 80
becomes non-conductive. Turning-on of the thermo-senser 14 makes
the transistor 80 non-conductive. Non-conduction of the transistor
80 keeps the ignition circuit 3 to be conductive. Connected to the
base end of the transistor 80 are the diode 43 connected to the
collector end of the transistor 92 of the speed detecting circuit 9
and the diode 42 connected to the clutch and accelerator switches
11 and 12. A resistor 88 and a condenser 89 are adopted to
stabilize switching-over operation of the thyristor 81'.
In the above-mentioned embodiment, while the vehicle is arrested
with both of the manual change-over switch 2 and the ignition
switch 1 turned on, that is, the B terminal is in connection with
the IG terminal within the ignition switch 1, depression of the
clutch and accelerator pedals closes and grounds the clutch switch
11 and the accelerator switch 12. Current runs through resistors
20, 55' and 26 with smaller total resistance and becomes base
current of the transistor 52. Thus, the transistor 52 becomes
conductive to operate the starter relay 51, which, in turn, lets
the starter 4 start the engine of the vehicle.
As the engine rotates, in the starter cutting-off circuit 6,
current is grounded through the resistor 28' and a diode 58 while
the point of the ignition coil is closed. At the same time, the
condenser 36' is charged through the resistor 57'. While the point
of the ignition coil is open, current flows through the resistors
28' and 29' in series connection to become base current of the
transistor 90' which is turned to be conductive. In accordance with
the engine rotation, on-off operation of the transistor 90' and
charging of the condenser 36' are repeated. The transistor 90' is,
however, constantly kept to be conductive by discharge of the
condenser 36'. This increases potential difference between the
collector and emitter ends of the transistor 90' and
correspondingly to the potential difference increase, minus
potential is charged within the condenser 37'. The transistor 91'
conditioned to be constantly conductive by resistors 49' and 48'
and the condenser 37' becomes non-conductive while base current
thereof is used for directcurrent conversion of the minus charge of
the condenser 37' to plus charge.
When the engine rotation increases up to 800 r.p.m. or more, the
transistor 91' is constantly kept non-conductive and collector
current of the transistor 91' turns into base current of the
transistor 92' through a resistor 54' and a diode 53'. This turns
the transistor 92' to be conductive. Base current so far supplied
through a resistor 55 to the base end of the transistor 52 is cut
off to make the transistor 52 non-conductive. Thus, the starter
relay 51 becomes inoperative to arrest operation of the starter
4.
When the engine rotation is further increased and the vehicle runs
faster, the transistor 80 of the engine rotation holding/arresting
circuit 8 is kept non-conductive controlled by the speed detecting
circuit 9 in the processes as previously described in the first
embodiment. The thyristor 81' is held to be off to secure
conduction of the ignition circuit 3 and the engine keeps
rotating.
When the vehicle is arrested, controlling operation of the engine
rotation holding/arresting circuit 8 regulated by the speed
detecting circuit 9 makes, as in the first embodiment, the
transistor 80 conductive to cause the thyristor 81' to be
operative. This shuts off the ignition circuit 3 to arrest
automatically the engine rotation. In case, however, the vehicle is
arrested on a slant ground, the slope senser 13 becomes off and
current is supplied to the base end of the transistor 83 through
resistors 84 and 85 in series connection. Thus, base current of the
transistor 80 being cut off, the current flows to the collector end
of the transistor 83 through the resistor 23. This makes the
transistor 83 conductive to keep the ignition circuit 3 conductive,
which, in turn, holds the engine rotation.
In the case the temperature of engine cooling water stays lower
than, for instance, 50.degree..+-.7.degree.c while the vehicle is
arrested, the thermo-senser 14 becomes on to each current through
the resistor 23 and a diode 95. Then, the transistor 80 becomes
non-conductive, which holds, in turn, the thyristor 81' to be
inoperative. And the ignition circuit 3 stays to be conductive and
the engine keeps rotating. When the clutch and accelerator switches
11 and 12 are turned to be open while the speed of the vehicle is
zero km/h after the engine is started, discharging of a resistor 93
and a condenser 94 keeps the transistor 83 conductive for a time
being and the engine rotation is held.
Capacities of the condenser 36' and a resistor 50' within the
starter cutting-off circuit 6 are changed in correspondence with
numbers of the cylinders of the engine. For instance, in comparison
between a four cylinder engine and a six cylinder engine, the
capacity of the condenser 36' is larger with the four cylinder
engine, meanwhile, the resistor 50' has a larger capacity with the
six cylinder engine.
In the mentioned two preferred embodiments, the clutch and
accelerator switches 11 and 12 are operated by the clutch and
accelerator pedals respectively. The clutch switch 11 can, however,
be adapted to a vehicle equipped with an automatic transmission
system by way of proper means.
As well described above, the present invention enables to stop
automatically the engine without cutting off the ignition switch
when the vehicle is arrested and to start automatically the engine
in starting the vehicle. Without causing any troublesome operation
to the driver of the vehicle, the engine can be stopped when the
vehicle is arrested at crossings and the like, thereby to prevent
the engine from exhausting waste gas in idling rotation. The
specific consumption of fuel is also much lowered.
Thus, it will be clear that variations of the details of
construction which are illustrated and described may be resorted to
without departing from the true spirit and scope of the invention
as defined in the appended claims.
* * * * *